JP7395732B2 - Accumulator for vehicle brake fluid pressure control device - Google Patents

Description

The present invention relates to a brake fluid pressure control device, and particularly to a vehicle brake fluid pressure control device equipped with a regenerative cooperative brake control function, which is used in a hybrid vehicle or an electric vehicle.

BACKGROUND ART Conventionally, a technique described in Patent Document 1 is known as a structure of an accumulator that temporarily stores brake fluid in order to reduce the brake fluid pressure in a wheel cylinder. The accumulator described in Patent Document 1 includes a piston that slides in a bottomed cylinder hole provided in a base body in the axial direction of the cylinder hole and partitions the piston into a hydraulic pressure chamber and a gas chamber, and a piston that slides in a bottomed cylinder hole provided in a base body and partitions the piston into a hydraulic pressure chamber and a gas chamber. The cylinder hole is provided with a spring that biases the cylinder hole, and a closing lid that is provided at the opening of the cylinder hole.

Further, Patent Document 2 discloses an accumulator having a structure that uses the repulsive force of a magnet to bias a piston toward a hydraulic pressure chamber.

JP 2017-001483 Publication US Patent Application Publication No. 2012/0326495

In anti-lock brake control, in order to reduce the brake fluid pressure in the wheel cylinder and avoid the wheels from locking, a release valve is opened and brake fluid is controlled to flow into the accumulator. At this time, the biasing force of the spring biasing the piston toward the hydraulic pressure chamber of the accumulator prevented the brake fluid from quickly flowing into the accumulator.
In addition, in a vehicle brake fluid pressure control device equipped with a regenerative cooperative brake control function used in a hybrid vehicle or electric vehicle, the brake fluid pressure of the wheel cylinder is adjusted according to the magnitude of the regenerative brake torque generated from the rotational resistance of the electric motor during power generation. It becomes necessary to reduce the hydraulic pressure. However, when this pressure reduction control is performed by opening the release valve of the brake fluid pressure control device, the wheel cylinder and the accumulator are in communication, so the accumulator has a structure that always urges the piston toward the fluid pressure chamber. , excessive hydraulic pressure is applied to the wheel cylinder.

An object of the present invention is to provide a brake fluid pressure control device for a vehicle that solves the problems of the conventional technology described above and can freely control the biasing force of a piston that acts on the hydraulic pressure chamber side of an accumulator. It's about doing.

The present invention is an accumulator that is used in a vehicle brake fluid pressure control device and has a fluid pressure chamber for temporarily storing brake fluid. a cylinder hole with a bottom through which a communication passage opens ; a plug that closes the opening of the cylinder hole; A piston partitioned into a gas chamber on the plug side; a magnetic body disposed on the piston and movable together with the piston; a coil for generating electricity, and a power supply unit connected to the coil and supplying current to the coil , the power supply unit being disposed at the bottom of the plug on the side opposite to the side into which the brake fluid flows, Vehicle brake fluid pressure control capable of controlling the biasing force of the piston by controlling the current supplied from the power feeding unit to the coil to adjust the direction of generated magnetic poles and the magnetic force applied to the magnetic body. It is the accumulator of the device.

In this case, the piston may include a magnetic body holding part that holds the magnetic body.

In this case, the piston may be formed integrally with the magnetic body.

In this case, the coil may be arranged on the bottom surface of the plug at a position facing the piston.

In this case, the coil may be arranged to surround the piston when viewed from the axial direction of the cylinder hole.

In this case, a cover may be provided that covers the plug from the outside of the base.

In this case, the cover may be formed integrally with an ECU housing that houses a controller of the vehicle brake fluid pressure control device.

In this case, the plug may be formed with a diaphragm opening communicating with the atmosphere.

In the present invention, it is possible to electrically adjust the biasing force acting on the piston of the accumulator, so it is possible to apply an appropriate biasing force to the piston in accordance with the brake control operation.

FIG. 1 is a circuit diagram showing a brake hydraulic circuit according to an embodiment of the present invention. FIG. 1 is a sectional view of an accumulator according to a first embodiment of the present invention. FIG. 3 is a sectional view of an accumulator according to a second embodiment of the invention. FIG. 3 is a sectional view of an accumulator according to a third embodiment of the present invention. 1 is a sectional view of a brake fluid pressure control device according to an embodiment of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A brake fluid pressure control device according to the present invention will be described below with reference to the drawings.
In addition, although the case where the brake system including the brake fluid pressure control device based on this invention is mounted on a four-wheeled vehicle is explained below, the brake system including the fluid pressure control device related to the present invention, It may also be mounted on vehicles other than four-wheeled vehicles (two-wheeled vehicles, trucks, buses, etc.). Further, the configuration, operation, etc. described below are merely examples, and the brake system including the hydraulic pressure control device according to the present invention is not limited to such a configuration, operation, etc. Further, in each figure, the same or similar members or portions are given the same reference numerals, or the reference numerals are omitted. Further, detailed structures are simplified or omitted as appropriate.

The brake system 1 according to this embodiment will be explained below.

The configuration and operation of the brake system 1 according to this embodiment will be explained.
FIG. 1 is a diagram showing an example of a system configuration of a brake system according to an embodiment of the present invention.

As shown in FIG. 1, the brake system 1 is mounted on a vehicle 10, and includes a main flow path 13 that communicates a master cylinder 11 and a wheel cylinder 12, a sub flow path 14 that releases brake fluid from the main flow path 13, and a sub flow path 14 that releases brake fluid from the main flow path 13. It includes a supply flow path 15 for supplying brake fluid to the flow path 14, and a hydraulic pressure circuit 2 having the same. The hydraulic circuit 2 is filled with brake fluid. The brake system 1 according to this embodiment includes two hydraulic circuits 2a and 2b as the hydraulic circuit 2. The hydraulic circuit 2 a is a hydraulic circuit that communicates the master cylinder 11 with the wheel cylinders 12 of the wheels RL and FR through the main flow path 13 . The hydraulic circuit 2b is a hydraulic circuit that communicates the master cylinder 11 with the wheel cylinders 12 of the wheels FL and RR through the main flow path 13. These hydraulic pressure circuits 2a and 2b have the same configuration except that the wheel cylinders 12 with which they communicate are different.

The master cylinder 11 has a built-in piston (not shown) that reciprocates in conjunction with a brake pedal 16, which is an example of an input section of the brake system 1. A booster 17 is interposed between the brake pedal 16 and the piston of the master cylinder 11, and the user's pedal force is boosted and transmitted to the piston. The booster 17 may be a negative pressure booster that utilizes the negative pressure of the engine, or may be an electric brake booster that controls hydraulic pressure by stroking the piston of the master cylinder 11 using the driving force of a motor. good. The wheel cylinder 12 is provided on a brake caliper 18. When the hydraulic pressure of the brake fluid in the wheel cylinder 12 increases, the brake pad 19 of the brake caliper 18 is pressed against the rotor 20, and the wheel is braked.

The upstream end of the sub flow path 14 is connected to the midway portion 13a of the main flow path 13, and the downstream end of the sub flow path 14 is connected to the midway portion 13b of the main flow path 13. Further, the upstream end of the supply flow path 15 is connected to the master cylinder 11, and the downstream end of the supply flow path 15 is connected to the intermediate portion 14a of the sub flow path 14.
Note that the upstream side in the sub-flow path 14 refers to the upstream side in the flow of brake fluid when the pump 41 is driven by the rotation of the motor 40 and the brake fluid is returned from the wheel cylinder to the master cylinder. The side refers to the downstream side in the flow of brake fluid.

A filling valve (EV) 31 is provided in a region of the main flow path 13 between the intermediate portion 13b and the intermediate portion 13a (the region on the wheel cylinder 12 side with respect to the intermediate portion 13b). A release valve (AV) 32 is provided in a region of the sub-flow path 14 between the intermediate portion 13a and the intermediate portion 14a. An accumulator 100 is provided in a region of the sub-flow path 14 between the loosening valve 32 and the intermediate portion 14a. The filling valve 31 is, for example, an electromagnetic valve that opens in a non-energized state and closes in a energized state. The release valve 32 is, for example, a solenoid valve that closes when not energized and opens when energized.

Further, a pump 41 is provided in a region of the sub-flow path 14 between the intermediate portion 14a and the intermediate portion 13b. The suction side of the pump 41 communicates with the intermediate portion 14a. The discharge side of the pump 41 communicates with the intermediate portion 13b of the sub-flow path 14. Specifically, the brake system 1 includes an intake flow path 142 and a discharge flow path 140, which are part of the sub flow path 14, as components of the brake fluid pressure control device 50. The suction flow path 142 forms a flow path between the midway portion 13a of the sub flow path 14 and the suction side of the pump 41, and the discharge flow path 140 forms a flow path between the midway portion 13b of the sub flow path 14 and the discharge side of the pump 41. It constitutes a flow path between the

The brake fluid pressure control device 50 includes a damper 80 that damps the pulsations of the brake fluid discharged from the pump 41 onto the discharge flow path 140. Specifically, the discharge side of the pump 41 is connected to an inflow opening (not shown) into which the brake fluid of the damper 80 flows, and an outflow opening (not shown) through which the brake fluid temporarily stored in the damper 80 flows out. The intermediate portion 13b of the sub flow path is connected to the sub flow path.

A first switching valve (USV) 35 is provided in a region of the main flow path 13 on the master cylinder 11 side with respect to the intermediate portion 13b. A second switching valve (HSV) 36 is provided in the supply channel 15 . The first switching valve 35 is, for example, a solenoid valve that opens in a non-energized state and closes in a energized state. The second switching valve 36 is, for example, a solenoid valve that closes when not energized and opens when energized.

The filling valve 31, the release valve 32, the accumulator 100, the pump 41, the first switching valve 35, the second switching valve 36, and the damper 80 constitute the main flow path 13, the sub flow path 14, and the supply flow path 15. The base body 51 is provided with a flow path formed therein. Each member (filling valve 31, release valve 32, accumulator 100, pump 41, first switching valve 35, second switching valve 36, damper 80) may be provided on one base 51, or , may be provided separately on a plurality of base bodies 51.

A brake fluid pressure control device 50 is configured by at least the base body 51, each member provided on the base body 51, and a controller (ECU) 52. In the brake fluid pressure control device 50, the operation of the filling valve 31, the releasing valve 32, the accumulator 100, the pump 41, the first switching valve 35, and the second switching valve 36 is controlled by the controller 52, so that the wheel cylinder The hydraulic pressure of 12 brake fluids is controlled. That is, the controller 52 controls the operations of the filling valve 31, the releasing valve 32, the accumulator 100, the pump 41, the first switching valve 35, and the second switching valve 36.

There may be one controller 52, or there may be a plurality of controllers. Further, the controller 52 may be attached to the base 51 or may be attached to another member. In addition, part or all of the controller 52 may be configured with a microcomputer, a microprocessor unit, etc., or may be configured with something that can be updated such as firmware, and may also be configured with a command from a CPU or the like. It may also be a program module or the like executed by.

The ABS control operation performed by the controller 52 will be explained as follows.
In the normal brake mode, the filling valve 31 is opened, the releasing valve 32 is closed, the first switching valve 35 is opened, and the second switching valve 36 is closed, so that the brake pedal stroke of the driver is controlled. Accordingly, the hydraulic pressure generated in the master cylinder is transmitted to the wheel cylinder. When the brake pedal 16 of the vehicle 10 is operated and a tendency of the wheels to lock is detected from the detection signal of the wheel speed sensor (not shown) and the detection signal of the hydraulic pressure sensor of the hydraulic pressure circuit 2, the controller 52 , starts ABS control operation.

In ABS control operation, the controller 52 limits the flow of brake fluid from the master cylinder 11 to the wheel cylinders 12 by closing the fill valve 31. Further, the controller 52 opens the release valve 32 to allow the brake fluid to flow from the wheel cylinder 12 to the accumulator 100. The controller 52 also maintains the first switching valve 35 in an open state and the second switching valve 36 in a closed state, thereby allowing the brake fluid stored in the accumulator 100 to flow back to the master cylinder 11 via the pump 41. make it possible. Further, the controller 52 controls the hydraulic pressure of the wheel cylinder so that the wheels do not lock by appropriately controlling the opening and closing of the filling valve 31 and the releasing valve 32.

When the release valve 32 is opened, brake fluid flows from the wheel cylinder 12 into the accumulator 100. However, in a conventional accumulator, in which the piston is always urged toward the hydraulic pressure chamber, the urging force is This was a factor that obstructed the flow of brake fluid into the accumulator 100.

Next, the hydraulic pressure control operation of the controller 52 in the regenerative cooperative brake control operation will be explained.
In regenerative cooperative brake control, braking force is provided to the vehicle by both hydraulic brake torque generated by a brake fluid pressure control device and regenerative brake torque generated using an electric machine. When the braking force on the vehicle can be compensated by the regenerative brake torque, the controller 52 opens the release valve 32 to reduce the braking force on the vehicle due to the hydraulic brake torque, and the controller 52 opens the release valve 32 to reduce the braking force from the wheel cylinder 12 to the accumulator 100. Allows for the flow of brake fluid.

In this state, the wheel cylinder 12 and the accumulator 100 are maintained in hydraulic communication, so if the piston is always urged toward the hydraulic pressure chamber as in the conventional accumulator, the urging force will be reduced. The hydraulic pressure generated by this is transmitted to the wheel cylinder, and the hydraulic brake torque at the wheel cylinder increases by the amount of the urging force.
For this reason, there has been a demand for an accumulator having a structure in which the biasing force of the piston biased toward the hydraulic pressure chamber side of the accumulator can be adjusted as appropriate depending on the brake control operating state.

FIG. 2 is a diagram showing the structure of the accumulator 100 of the brake fluid pressure control device 50 according to the first embodiment of the present invention.

The accumulator 100 includes a cylinder hole 120 formed in a base body 51 of the brake fluid pressure control device, a piston 110 disposed in the cylinder hole 120 and movable in an axial direction 120a of the cylinder hole 120, and an opening of the cylinder hole 120. A closing plug 130 is provided.

The cylinder hole 120 is a substantially cylindrical hole with a bottom formed by cutting the base body 51 made of metal such as aluminum. A communication passage that communicates with the suction passage 142 of the sub passage 14 is opened at the bottom (upper part in the figure) of the cylinder hole.

The piston 110 has a piston surface 111 that receives the brake fluid flowing in from the sub-flow path 14, and a guide wall 112 that guides the movement of the piston 110 when it moves in the axial direction 120a of the cylinder hole 120. Further, an annular seal member 114 is disposed in an annular groove 113 formed on the outer peripheral surface of the guide wall 112. The annular seal member 114 is disposed between the inner periphery of the cylinder hole 120 and the outer periphery of the piston 110 and slides on the inner periphery of the cylinder hole 120 in the space formed by the piston 110 and the plug 130. It has a function of preventing brake fluid from leaking into a certain gas chamber 122.

Further, the magnetic body 115 is installed on the piston 110 so as to be movable together with the piston 110. The magnetic body is a permanent magnet having an N pole and an S pole, and is attached to the piston so that the N pole and the S pole are aligned in the axial direction of the cylinder hole. The piston 110 has a magnetic body holding part 116 that is annularly suspended from the piston surface on the inside of the guide wall 112 in the radial direction, and the magnetic body 115 is held by the magnetic body holding part 116 .

The plug 130 includes a hollow bottomed cup portion 131 and a seal portion 132 that is fitted into the base body 51. Further, a coil 135 is arranged at the inner bottom of the plug 130. A power supply section 136 for supplying current to the coil 135 is formed integrally with the plug 130 at the bottom of the plug 130 . The power feeding section 136 is erected in parallel with the axial direction 120a from the outside to the inside of the plug 130, and the portion erected outside the plug 130 is electrically connected to the controller 52. The plug 130 is caulked and fixed with the seal portion 132 fitted into the annular groove 121 formed in the opening of the cylinder hole 120, and the plug 130 is coupled to the base body 51.

When a current is applied from the controller 52 to the power supply unit 136, the current flows to the coil 135, and the coil 135 functions as an electromagnet. By controlling the direction of the current flowing through the coil 135 by the controller 52, the direction of the generated magnetic pole can be changed, and the direction of the magnetic force exerted on the magnetic body 115 of the piston 110 can be controlled. Furthermore, by controlling the magnitude of the current flowing through the coil 135 using the controller 52, the magnitude of the magnetic force applied to the magnetic body 115 can be adjusted, so that the magnetic force exerted on the magnetic body 115, that is, the urging force of the piston 110 can be freely controlled. it becomes possible to

For example, if the controller 52 performs an ABS control operation, the controller 52 may control the current flowing to the coil to lower the piston 110 at or just before the relief valve 32 opens. In this way, the brake fluid flowing into the accumulator 100 from the wheel cylinder 12 can be introduced into the accumulator 100 without any load. In FIG. 2, the S pole of the magnetic body 115 is placed opposite the coil 135, so the controller 52 controls the direction of the current flowing through the coil 135 to generate an N pole above the coil 135, and A magnetic force that attracts the body 115 downward can be generated.

When the controller 52 performs the regeneration cooperative control operation, the controller 52 applies a large biasing force to the piston 110 when the release valve 32 is opened, and then applies a large biasing force to the piston 110 as brake fluid flows into the accumulator 100. It is also possible to control the biasing force to be gradually weakened. In this way, when the release valve 32 is opened, the generation of abnormal noise caused by the pressure difference between the upstream side and the downstream side of the release valve 32 is prevented, and the biasing force of the piston 110 of the accumulator 100 during regenerative cooperative brake control is prevented. The influence of this on the hydraulic pressure of the wheel cylinder 12 can be reduced.

FIG. 3 is a diagram showing the structure of an accumulator 200 of a brake fluid pressure control device 50 according to a second embodiment of the present invention. Note that the description of parts common to the accumulator 100 according to the first embodiment will be omitted or simplified.

The accumulator 200 is common to the accumulator 100 according to the first embodiment in that it includes a piston 110 that moves together with the magnetic body 115 in the cylinder hole 120. In the accumulator 200 of FIG. 3, a plug 230 that closes the cylinder hole 120 is formed into a cylindrical shape with a bottom, and a coil 235 is integrally formed on a side wall 231 of the plug 230. The piston 110 can move while sliding on the side wall 231 of the plug 230.

That is, in the accumulator 200 according to the second embodiment, the plug 230 can be fitted into the cylinder hole 120 with the piston 110 including the magnetic body 115 assembled into the plug 230 in advance. The coil 235 is formed integrally with the side wall 231 of the annularly formed plug 230, and the coil 235 is arranged so as to surround the piston 110 when viewed from the axial direction 120a of the cylinder hole 120. Further, it is desirable that the position of the coil 235 in the axial direction 120a (the depth direction of the hole) of the cylinder hole 120 is near the center. In FIG. 3, the bottom surface 232 of the plug 230 formed in the shape of a cylinder with a bottom is formed to have a diameter larger than that of the side wall, and the enlarged diameter portion fits into the annular groove 121 formed at the opening of the cylinder hole 120. The plug 230 is caulked and fixed in this state, and the plug 230 is coupled to the base body 51.

A power supply section 236 connected to the controller 52 and for supplying current to the coil 235 is formed outside the bottom surface 232 of the plug 230, and the power supply section 236 is electrically connected to the coil 235.

Furthermore, a throttle opening 232a is formed in the bottom surface 232 of the plug 230 to allow the gas chamber 122 to communicate with the atmosphere. As a result, it is possible to suppress an increase in the urging force applied to the hydraulic pressure chamber side of the piston 110 due to the action of the air spring of the gas chamber 122 formed by the piston 110 and the plug 230. Further, a filter 232b may be provided in the aperture opening 232a to prevent foreign matter from entering from the outside. The filter 232b may be a glass filter or a PEFE filter that allows air to pass through without letting large particles such as dust pass through.
According to the accumulator 200 according to the second embodiment, since the coil 235 can be placed close to the magnetic body 115, a larger magnetic force can be generated with a smaller amount of current, and the urging force exerted on the piston can be reduced. It becomes possible to perform control more efficiently.

FIG. 4 is a diagram showing the structure of an accumulator 300 of a brake fluid pressure control device 50 according to a third embodiment of the present invention. Note that the description of parts common to the accumulator 100 according to the first embodiment and the accumulator 200 according to the second embodiment will be omitted or simplified.

In the accumulator shown in FIG. 4, a magnetic body 315 is formed integrally with a piston 310.
For example, the magnetic body 315 polarized to N and S poles may be formed in advance, and then the piston 310 integrated with the magnetic body 315 may be formed by integral molding of resin or the like.

Further, an annular groove 313 is formed in the side surface of the piston 310, and an annular seal member 314 is inserted into the annular groove 313.

According to the accumulator 300 according to the third embodiment, since the magnetic body 315 is integrally formed with the piston 310, there is no need to separately provide a structure for holding the magnetic body on the piston. The process can be simplified.

FIG. 5 is a side view of the brake fluid pressure control device 50 equipped with the accumulator of the present invention, and is a schematic diagram showing the connection state between the controller 52 and the power supply section 136 of the accumulator 100.

The brake fluid pressure control device 50 includes a base body 51 in which a hydraulic circuit is incorporated, a motor 40 that drives a pump 41, an ECU housing 53 that contains a controller 52 that controls an electronic control valve, the motor 40, etc. It has an ECU cover 54 that protects the controller 52 and a cover 55 that protects the connection pin 90 that electrically connects the power supply part of the accumulator 100 and the controller 52.

The controller 52 is held by a holder (not shown) provided inside the ECU housing 53, and by closing the opening of the ECU housing 53 with the ECU cover 54, the controller can be removed from the outside within the ECU housing 53. protected.

Since the power supply section 136 of the accumulator 100 is formed outside the bottom surface of the plug 130 that closes the cylinder hole 120 opening on the bottom surface of the base 51, its positional relationship with the controller 52 is as shown in FIG.

In FIG. 5, an embodiment of the structure of the connecting pin 90 for supplying the current controlled by the controller 52 to the power supply 136 is shown.

The connection pin 90 is made of metal such as phosphor bronze, and has one end connected to the controller 52 and the other end connected to the power supply section 136. The connection pin 90 and the controller 52 may be connected by press fit or soldering, and the connection pin 90 and the power supply section 136 may be connected by soldering or welding.

The connecting pin 90 is bent in the middle, and a part of the connecting pin 90 is exposed outside the ECU housing 53 and is connected to the power feeding section 136. A cover 55 is provided to protect the connecting pin 90 exposed to the outside. The cover 55 is a resin molded product, and may be configured separately from the ECU housing 53 or may be formed integrally with the ECU housing 53. By integrally forming the ECU housing 53 and the cover 55, the assembly process of the brake fluid pressure control device can be simplified.

In FIG. 5, the connecting pin 90 is bent downward in front of the surface of the base 51 facing the ECU housing 53, but the shape is not limited to this. The bending point of the connecting pin 90 may be inside the base body 51 and may be bent downward before the accumulator 100. In this case, appropriate processing is required on the base body 51 in order to secure a path for guiding the connection pin 90 to the power feeding section 136.
Note that in order to supply current to the two power supply parts 136, two connection pins 90 are also required, but one connection pin and the other connection pin can be arranged in parallel and connected to the two power supply parts 136. can.

Although the accumulator of the hydraulic pressure control device according to the present invention and the structure and function of its surroundings have been described above, the present invention is not limited to the description of the form of each embodiment.
For example, the aperture opening 232a and filter 232b provided on the bottom surface of the plug 230 in the accumulator 200 according to the second embodiment shown in FIG. It may also be adopted in the accumulator 300 according to the third embodiment. Further, similar actions and effects can be obtained even if the piston 310 in which the magnetic body 315 of the accumulator according to the third embodiment shown in FIG. 4 is integrally formed is adopted in the accumulator 200 according to the second embodiment. .

1 Brake system, 2 Hydraulic pressure circuit, 11 Master cylinder, 12 Wheel cylinder, 13 Main flow path, 14 Sub flow path, 40 Motor, 41 Pump, 50 Brake fluid pressure control device, 51 Base, 52 Controller, 53 ECU housing, 54 ECU cover, 55 cover, 90 connection pin, 100 accumulator, 110 piston, 111 piston surface, 112 guide wall, 113 annular groove, 114 annular seal member, 115 magnetic body, 116 magnetic body holding part, 120 cylinder hole, 120a shaft direction, 121 annular groove, 130 plug, 131 cup portion, 132 seal portion, 135 coil, 136 power supply portion, 140 discharge flow path, 142 suction flow path, 200 accumulator, 230 plug, 231 side wall, 232 bottom surface, 232a aperture opening, 232b filter, 235 coil, 236 power supply unit, 300 accumulator, 310 piston, 313 annular groove, 315 magnetic body

Claims (8)

An accumulator (100, 200, 300) that is used in a vehicle brake fluid pressure control device (50) and has a fluid pressure chamber that temporarily stores brake fluid,
A cylinder hole (120) with a bottom, which is formed in the base (51) of the vehicle brake hydraulic pressure control device (50), and in which a communication path for brake fluid opens ;
a plug (130, 230) that closes the opening of the cylinder hole (120);
a piston (110, 310) that is movable in the axial direction (120a) of the cylinder hole (120) and partitions the cylinder hole (120) into a hydraulic pressure chamber on the communication path side and a gas chamber on the plug side; )and,
a magnetic body (115, 315) disposed on the piston (110, 310) and movable together with the piston (110, 310);
a coil (135, 235) that is arranged in a space formed by the cylinder hole (120) and the plug (130, 230) and generates a magnetic field when energized;
a power supply unit (136, 236) connected to the coil (135, 235) and supplying current to the coil (135, 235);
Equipped with
The power supply part (136, 236) is arranged at the bottom of the plug (130, 230) on the side opposite to the side into which the brake fluid flows,
By controlling the current supplied from the power supply unit (136, 236) to the coil (135, 235), the direction of the generated magnetic pole and the magnetic force applied to the magnetic body (115, 315) are adjusted, and the piston The urging force of (110, 310) can be controlled
An accumulator for a vehicle brake fluid pressure control device , characterized in that : The piston (110) includes a magnetic body holding part (116) that holds the magnetic body (115) .
The accumulator for a vehicle brake fluid pressure control device according to claim 1. The piston (310) is integrally formed with the magnetic body (315).
The accumulator for a vehicle brake fluid pressure control device according to claim 1. The coil (135) is arranged on the bottom surface of the plug (130) at a position facing the piston (110, 310).
An accumulator for a vehicle brake fluid pressure control device according to any one of claims 1 to 3. The coil (235) is arranged to surround the piston when viewed from the axial direction (120a) of the cylinder hole (120).
An accumulator for a vehicle brake fluid pressure control device according to any one of claims 1 to 3. a cover (55) that covers the plug (130, 230) from the outside of the base (51);
An accumulator for a vehicle brake fluid pressure control device according to any one of claims 1 to 5. The cover (55) is integrally formed with an ECU housing (53) that houses a controller (52) of the vehicle brake fluid pressure control device.
The accumulator for a vehicle brake fluid pressure control device according to claim 6. The accumulator for a vehicle brake fluid pressure control device according to any one of claims 1 to 7, wherein the plug (130, 230) is formed with a throttle opening (232a) communicating with the atmosphere.

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